Cylinder oiler for internal combustion engines



May 11, .1937 -A, CAR N 2,079,676

CYLINDER OILER FOR INTERNAL COMBUSTION ENGINES Filed April 7, 1936Patented May 11, 1937 PATENT OFFICE CYLINDER OiLER FOR INTERNALCOMBUS-TION ENGINES Henry A. Carson, Burbank,- Calif.

Application April 7, 1936, Serial No. 73,132

1 Claim.

The principal object of my invention is the provision of a device forefficiently and automatically meeting the lubricating requirements ofinternal combustion engines,- to assure easier engine starting,- quickerpick-up, the practical elimination of friction, carbon deposits andenine wear.

object is to provide a device for automaticallydistributing to themoving parts of internal -1 combustion engines, a constant spray or filmof hot air treated lubricant.

Another object is the provision of a device to; eflicientl y convey toand coat the upper portion of the engine combustion chamber togetherwith the respective moving parts operating therein, suchas the cylinderwalls, pistons, piston rings, ring grooves, valves, valve stems andvalve guides.

Another object is the provision of a device permitting a steadyregulated fiow of hot air treated lubricant to the engine cylinders.

-A further object is the provision of a device for the practicalelimination of carbon and carbon deposits.

A' further object is the provision of a device for the practicalelimination of engine breakdowns and wear resulting from a lack oflubrication.

A'further object is the provision of a device to diffuse into the enginecylinders, combustion chamber and over the operating moving parts,

a heated lubricant having a tendency to adhere to the surface itcontacts.

And a still further object is the provision of a device, the use ofwhich will mark for increased mileage per' gallon of gas consumption inthe operation of a motor vehicle, for example; the use of less gas inthe running of stationary engines, and a materially reduced oilconsumption in engine operation in either case.

Other objects and advantages of the invention will more fully appear asthis specification proceeds andas is set'forth in the appended claim.

I; attain these objects by the device disclosed in the accompanyingdrawing, in which:

Figure 1 is a view of the invention in elevation and cross-section, anddepicting the device as it isin use.

Figure 2 isa plan view in elevation of a combination adjusting andindicator means for the 5, regulation of the flow of lubricant from the55 prises a reservoir A for confining a suitable liq- (Cl. 123----19'6)I uid lubricant preparatory to its introduction into the engine throughthe intake manifold B between the engine (not shown) and the throttlevalve C.

This introduction is effected by means of atmospheric air being drawnfrom an air heater F on the exhaust manifold D, through the. lubricantconfined in said reservoir A, and valve means G by the suction action ofthe engine, said valve means G providing a means for regulating the flowof atmospheric air into said reservoir A, and a further valve means Eproviding a means for regulating the flow or passage of lubricant to theengine.

The reservoir A is preferably comprised of a small glass bowl 5' havinga screw top 6 carrying an outlet nipple T. Initially, this bowl ischarged about half full with the liquid lubricant and subsequently thelubricant may be replenished as desired, it being noted that refillingmay be accomplished through theair'heater without dismantling ordisassembling the device.

The valve means E comprises a fitting I screwed onto the nipple l and isprovided with a valve chamber 2" of which the upper end of said nipplecomprises the lower side and in which a ball valve 8 is placed. Theseating of this valve to shut ofi the flow of lubricant to the engine iscontrolled by a spring 9, the tension of which is regulated by a studscrew l0 having a pointer or indicator handle member II on its upperend.

The outlet passage 12' in the fitting extends through a nipple 3, and towhich is connected a pipe line 13 in turn connected with the intakemanifold B as at IS.

A by-pa'ss M in the fitting provides for a limited flow of lubricant tothe engine when the ball valve is seated to otherwise. out off thelubricant flow.

The top of the fitting is formed as a notched dial 26 for holding theindicator l I' in predetermined position, there being indicesandnumerals on the dial to facilitate adjustment of the device forproper operation at the different speeds at which the engine isnormallyto be operated.

The air heater F includes a coil 16 of copper tubing wound around theexhaust manifold D and from which thetubing extends as a pipe line I 1to" the coupling F8 which joins'it tothe lubricant reservoir A, itsother or free end providing a suitable means for the introduction of thelubricant into the reservoir as aforesaid.

The coupling l8 opens into a valve chamber Hi from which an air nozzle22 extends into the lower end of the bowl 5. In this chamber i9 is ascrew valve 25 having a seat 4, same being adapted for controlling theflow of heated air into the bowl 5, a lock nut 2| on said valveproviding a means for maintaining proper adjustment thereof.

The numeral 23 is indicative of a plurality of hot air bubbles formed inthe lubricant. They are broken up by means of the baffle screen 24, afiner screen 25 above said baffle screen 24 functions to break up andattenuate the lubricant to a finer consistency for passage through thevalve, and acts to prevent the passage of foreign matter, if any, intothe engine.

It will now be apparent that the valve 8 will move responsive to thevarying pressure in the manifold B and the pipe line l3, said pressurebe ing varied by the speed of the engine and the opening and closing ofthe throttle valve C. Thus the valve will automatically control the flowof lubricant to the engine to meet resultant lubrication requirementsefl-ectively at all speeds and operating conditions, subject, only tothe proper adjustment of the spring 9 to vary the tension thereof, asaforesaid.

In use, the device operates somewhat at variance from standardlubricating practice. Moreover, it is peculiarly designed for conveyingto the engine a constant regulated flow of hot air treated graphitecompound in liquid form. Standard lubricating oils, however, may asreadily be employed. The adhering properties of graphite, on the otherhand, experience has amply proven, provide a highly satisfactorylubricating medium.

In standard practice, the engine is lubricated by force feed, a supplyof oil as is apparent, being stored in the engine crank case, and fromwhich it is pumped to the crank shaft, crank shaft bearing and componentworking parts. To effectively accomplish this, a far greater spray ofoil than is normally required is necessary. This results in excessiveoil consumption due to the excessive waste and. loss resulting from acontinuous splashing of the parts to a greater extent than necessary,the cylinders, for example being thoroughly drenched during operation ofthe engine; the natural action of the operating pistons conveying saidsplashed oil into the ring grooves by means of which it eventuallyreaches the engine combustion chamber.

Irrespective of the quantity of oil thus conveyed, its presence in thecombustion chamber, experience has proven, is highly detrimental to theeflicient operation of the engine.

To partially overcome this problem, many pistons are machined for theadoption of special type rings of which there are many on the market.Even this precaution has proven unsatisfactory. Some oil passing therings nevertheless and resulting in a so-called blowby or bleedingeffect. The heat within the combustion chamber causes this oil to burnand form a carbon deposit adhering to the chamber walls. As a result offurther engine operation, this carbon formation is constantly buildingup as it were, and necessitating in time, enforced removal for thebetter operation of the engine and. a reduction in operating expense.Moreover, since a percentage of the carbon deposit is gradually breakingand wearing away, and the dislodged particles work down between thepiston and the cylinder wall, and lodge behind the rings forming cakesas a result of the excessive heat caused by combustion within thecylinder, proper operation of the rings by expansion is materiallyretarded, resulting in both wear and excessive oil consumption.

Thus the operation of the engine at highest efficiency is not onlyimpossible, but results in time to a complete breakdown and high repairexpense.

With the use of my device, this excess of splashed oil is partiallyrestrained from reaching the combustion chamber. Any entering same andforming a carbon deposit, cannot adhere to the chamber wall. With a newengine, or clean dry walls in an old one, the amount of oil reaching thecombustion chamber is considerably restricted since the graphite coatinggreatly eliminates available space in which the oil may pass. Moreover,as the rings will no longer be retarded by carbon deposits behind them,they will be free to function and fully expand to meet enginerequirements, assuring far greater efliciency in engine operation, dueto higher compression, increased carburetor suction and decreased oiland gas consumption.

Thus, the principal object of my device is to provide an oiler that willconstantly feed a predetermined controlled stream of hot air treatedgraphite liquid lubricatingcompound to the engine parts, other than thecrankshaft and its component parts; to effectively coat the former;reduce friction and wear; eliminate carbon deposits; lower oilconsumption for crankshaft use, and materially increase engineefficiency to obtain greater service per gallon of gas, quicker pick-up,ease of operation, reduced wear and breakage.

With my device installed, the cost of crankcase oil is considerablyreduced owing to the practical elimination of waste during engineoperation.

The device may readily be installed by simply connecting in convenientmanner to the intake manifold between the carburetor and the mainportion of the manifold from which the cylinder connections lead, anopening being generally provided therein and which may be employed forconnecting the same.

When the engine is operating, a constant varying suction in the manifoldis apparent. This variation depends wholly upon the opening and closingof the carburetor throttle in its operation for admitting fuel and air,said opening and closing increasing or decreasing the suctionaccordingly. Thus, a greater suction is created When the carburetorthrottle is closed than when open; the engine likewise operating at agreater speed with the throttle open than when closed.

The structural characteristics of the chamber wherein the ball valve 8operates, together with its size is of paramount importance in themanufacture of the device. Moreover, the size of the ball, its shape,size and openings through the chamber and spring tension means aredominating factors in the mechanical achievement of perfecting thedevice.

Due to the greater suction when the engine is idling, the ball valve 8is automatically raised against the upper shoulder of the chamber,formed by a reduction in size of the opening passing therethrough, theball valve 8 abutting thereagainst and closing the opening against theflow of lubricant, a by-pass provided through the shoulder, neverthelessproviding a means for permitting a small quantity of the lubricant topass.

In the event of the engine backfiring and the resultant loss of vacuumoccasioned thereby, the ball valve 8 automatically seats itself againstthe lower chamber shoulder, thereby closing the supply opening from thereservoir, and preventing reverse pressure within same.

The quantity of fluid passing through the device is regulated by thespring 9 secured to; the adjtisting stud screw I the indicator llserving, first, to permit setting of the proper spring tension topre-determinedrequirements for certain speeds, and secondly, to indicatein unison with the dial 26, the quantity of lubricant passing to theengine.

The valve 8 is designed of the ball type as ex- 10 perience has proventhat a rounded object makes possible a steady lift unhampered by guides,raising and lowering elements, and the resultant friction and wear.

Readily produced from materials obtainable in the open market and at nogreat expense, light in weight, compactly built and well constructed,the device commends itself for simplicity and satisfaction in operationand results achieved.

I am aware that slight modifications may from time to time be made inthe details of structure without departing, however, from the scope ofthe present invention, and as defined in the claim which is appendedhereto. Hence, I do not limit my present invention to the exact de- 5scription of construction herein disclosed, but

what I do claim is:-

In an oiler for internal combustion engines, a liquid lubricantreservoir, a pipe line connected with the intake manifold of such anengine, a fitting connecting said pipe line with the upper side of saidreservoir and having a valve chamber therein, a ball valve normallyclosing the opening in the lower side of said chamber and which is movedby suction in said pipe line towards the upper side of said chamber, aspring against the action of which the ball valve moves to close offcommunication of the chamber with said pipe line, means for varying thetension of said spring, a by-pass permitting a flow of lubricant pastsaid valve when the latter is closed, a coil of tubing around theexhaust manifold of said engine and having one end open to theatmosphere, means for conducting heated air from the tubing to a pointbelow the level of the lubricant within the reservoir, and valve meansfor controlling the flow of heated air into said chamber; a bafilescreen means within said reservoir above the level of the lubricanttherein.

HENRY A. CARSON.

